Automatic train-control system for railroads



June24, 1930,

J. A. PEABODY AUTOMATIC TRAIN CONTROL SYSTEM FOR RAILROADS Filed Deg. 4, 1925 Patented June 24, Q i I ES EABODY, 'QI E ANS S I ILLINOI AssIenon' ro G N RAL RAILWAY -V '12 '"sIGN L COMPANY a no'roiyrn'rrc TBAINLCCNTROIJ sYsrEM FOR, RAILRoADs Application filed'De'c embeir 4, 1925. Serial No. 73,177,

This invention relates to automatic train inexpensive car-carriedequipment for use I control, and more particularly' concerns the on locomotives K or other vehicles which operation of vehicles which are not; protravel forthe -rnost' part over unequipped vided with train' controlr apparatus over trackway,- which system will give a certain railway systems including sections of track degree of control or automatic protection 15 Way which are equipped for train control While trackway sections which are equipped operation, v i a j for train control operation are being trav- In applying automatic train control to ersed. More specifically itis proposed to railway systems, the entire trackway o f the provide car-carried apparatus for the use.

' 510 system is not ordinarily equipped for train described which is set into operation by an fix) control operation, the protection aiforded authorized person when the equippediterri- I bythe automatic control being found most toryfis' entered, and which acts'to initiatede b t ermain l n ra k y W e anbautomaticbrakeapplicationrif theengitraffic co d s r ngest For t s .neerfails to 'perforrnza suitable acknowledg-If 15 33 9 1, branch e ngs;a .9 'ing act at predetermined time intervals, h 1310118 f t a k y O'ften unequlpp l this acknowledgement being required'at all f tram o opgmt n- .5 1 he Qp rat times while the vehicleis traveling; n an of wa a rallwfay mhaivmg 9 eq'uipped'section oftrackway, or only under cemmlqortlons 01f itmckwfly Provlded unfavorable traflicconditions, as desired. Y 1 .20 W th R B. OM -PP HH$ 3 found Other objects advanta es and character- PM} that eertain trains nota y trains p ss istic features' 0% the inv ntion will' be he. l f nilost Pa Q -"l l' fh 1 parent as the descriptionthereof progresses. trials-1 lcompamtlve y: Qrt' 'lsmnces In describing. the invention in detail, refonly overjtrackway sections Which' are" i g r I equipped for train control} operation and #9 9 e o i Pa g 555 Over Whl'c q Ppf l f ls a being 9 Fig- 1 illustrates the car-earned equlp- It is desirable to maintain at least a cer-" nt embodying the Present in r r min degree ofautomaticycontrol Over ll also shows the trackway apparatusioii a trains which operatejover equipped sections t P 3 am Control system of the O 'D I {g and tr ackway, 'so-thataithe control condil l. yP y tions may be unitOrmQYIn-other words, it Fig.2 1s a sectional vlewof the token lock 1 is not considered:goodpractice to permit used in connection with'the-systemiof the I onetrain totrayel ovenagiven trackway present inventioniand d sectionwithout automatic control'of an I Fi z 3 shows a modified means for re-V &5."

i .i y e V P k1n d, -wh1leoperating other tralnsovertlle venting an" automatic ,brakeapplication sdme$tlon d l'i' fi Protection of 1 after a manual brake application is already automatic control; On the otherhanchsincen fi t I the a v 9011 3 10 p t I lP YQd The present invention is applicableto on 'locomotlves 'equllppedv full automatlc many different types ofautomatic train 'coni were were aiconsidemble'investment -trol systems' nd ma be H's-a1: oil-same I and requires certaintmaintenance it is ob- V viou'sl'y uneconomical' to providejfull autoem tfi i types F k P matic control eqi ipment on a vehicle which mi W. 9

e i i can obtain the benefit andprotection ofautoapparatus shim? Lil h i n z 1 matic control for ,onlyia smallp'ortion-of its YP vll Q CQ l fiQfilQ Wlth i i iem y I I "simple automatic train control system of the VVith-{the above and other considerations :COIItI l QQ I d W V 7P t QIl 51 ,;a d,

total operating distance I 7 l m nd, it i pr posed in, accordance with has-been chosen asillustrating oneoif many, V the present nw tisn* eprow de simp e'a d yp set c n qlh ystemswi hgwh ha 0.

'hicle equipped in accordance with ,the presentv invention may be operated.

Referring. to the trackway equlpment jshownin Fig. 1 ofthe drawings, the track .rails 1, have beenishown dividedinto blocks y the "insulating joints 2;the block'gI and actersi having distinctive exponents have been used to .designate the corresponding elementsfoi the equipment f in the several blocks. p

Track relays 8 of the usual direct current type are shown connected; across the track Qrails 1] at the entrance end of each block,

"'Alternating train control current of a 'suitj and are energized 'in the usualmannerby the track batteries 4, connected acros's the rack rails at the exit: end 'of'each block.

" able 'i'requency is applied to the track rails series at the exit end oi' each. block through the transformers '5 and ,6 from the transmission line 7 thelcircuit for supply 7 this current including the contact fin- V w gcrs' Stand?) and the front contacts of V i I track relay. 3110mm fnextblock in advance.

asshown. It is obvious that the wheels and axles oftafitrain' located in a; given 'block i; Wlll shunt. the track circuit and train con- I trol currents from the track rails. ofjthat tblock inathe rear -.oi;,thetrain, causing the cle-energizationpf;the;track relay dat the ,35 ,the supply of train control current to the track-railsof the first block in-therear. p "(Wayside signals of, the color light,s ema phore orv other suitable type are preferably paratus of automatictrain control} systems, and for the purpose 'of illustration," 'the "entrance end of theblock and. socuttingofl used in connection with the j trackway apsemaphore' wayside signals Z have been shown in a conventional manner, a dis-,

closure of the operating devices 'andjfcircuit's [for these signals being. omitted as such ap- ,r'elatio ;t p leadingi-iaxle 'oifrthe.vehicle; 1' r paratu's is well known to those skilled in the art and forms no part" of 'the present inven 1 'tion.

jcarecarrie'd apparatuscomprising the pres- V jentfinvention; a railway-"vehicle has been conventionally represented in. the block-H by the wheels and axles lO,-the,normal direc- .tion of: travel being 'indicated by the arrow; 7 fllheyehicle jniay ormay not be {provided f Referring now I more particularly to. the

-jxiibl11li(lil13lV6 receivingcoils these-coils d being mounted .in' inductive {the .track rails ahead of the sjjprovide'dj withia suitable actuator for .1 aut-knnfatio operatiomthis actuatorfbeingfof type; new" common fin train control pra'cthrough the chamber18 and the The carcarried equi" ine'nt includes the usualjfenglneers brake ValveB. This valve:

' tice'andbeing similar to the actuator shown and described in the" patent application of Charles S. Bushnelh; Serial #712,269, filed May 10, 1924. IiThe actuator comprises in general, two oppositelyrlisposed cylinders, 12 and 13'," having pistons therein connected 'by a rackwhich engages a pinion orequiva' lent means onthebrake valve stem, the i arrangementbelng such that a difference 1n 7 air pressure in the two cyhnders, 12and 13,

causes the brake. valve B, to be forced to the application position. v be independent; of the movement of the brake valvehandlef or may carry the valve 7 handle to the service position, the engineer.

being enabled to avoid an automatic appli-' "cation of the brakes in the latter case by.

holdingthe handle in its .runningposition.

The cylinder 12 is connected directly jto main: reservoir air pressure, while the cylin-- der13 is connected through a pipe .14; a, valve V and a second pipe 15 to an electropneumatic 'valve E. P; V; The electropneumatic valve 'E. 'P. V. is of the type now I p common intrain controlpractice and op "erates in 7a :manner whichis obvious from the disclosure to connect the pipe 15- to This application ,may

main reservoir air pressure through" the chamber 16 when the coil. 17- is energized; I i 9'5 port'19 i and to 'connect thepipe'15 to-atmosphere when the coil 17 is de-energized.

' The valve, comprises. a valve seat 20 a and'avalve'memberfll, and has twoIoperat-, Q

the pipes 1 1 and 15- are connected, anda position representing 'a'lquarterturn jot the. e valvemember 21 in a clockwise direction, 1 in which'position the pipe; 14 is connected, tomain reservoir air pressure through the port 22. The valve V operated by 'a in positions, the position'shown; in'which token lock .mechanism;representing as' -a fwholeas .Tfifand shownin se ction in Fig. 2.; This mech'anism is; identical "with-one form oftoken lock shown'and described an, any co-pending application serial jq':42,983,

filed July 11th, 1925, and. will be only brieflydescribed-herein; The; valve memi 7 Q I ber'21'is connected ,to ashaft 23"carrying a disc 24: enclosed within a casing25. "i The shaft 23 is p'rovidedlwith an; operating handle 26 extending outside ,of the casing" l2 5 -asfshown in Fig. 1. Theldi sc 2 lhas a notch'or opening 27 intheperipheralf edge '28, carried by he thereof, and a lock" plunger suitable guides, is adapted to enter a notch 27, and so to lookthe'fdisc24*and valve member 21, whenythisniemberjisin V thep'osition' shownf The plunger '28 is opg eratedjby a suitablekey.which-'may-be-re inoved-fromfthe. casing whenitheplungen 28is in the position-shown. When "the T '1 pl'u'nger-28 is withdrawn by gthe key, and it he valve-member ZIisturnedtoa position to connectthe pipe 14' and" the} port 22, the

, messe 'key i h ld w thih-the easin l v th plunger 28 Which is in turn held down by thedi e 24ilh s, in e der r me h 'key; h rv ve m st i the Pes t eh sh wn. and n rd r ohift th va v th k y mu b u ed t t l ek'the meehe i is etaine hi "theiiheehen sm h n.

the vel e'is n i shi -ted P sitieh; o

jrhe epea ed a k wledge ent at predetermiiied me in erv ls is inrev e ed fer by th u e of leeku th "mech ni m whi h oper es i e lecems Thes eit 1 ee ries "a pinion B engaged by e res-hi1, T is eek is b a ed by a sP -in'g 2 i ps j h i d e ti n a t e d. to turn the heft Q in e ounter leekwi e direction tie imited dista c th P e e t instense ebQiit /ith f s se ziple e revoluti n- A ret hetwheel 3,3 i pin-- 7 ed o the-sh ft 2 a is engaged y sp ing pre sed pa l Bet," carr ed by e epemen 'w eel sshown, T e escape-- merit Wheel 35 isrotatably mounted on the I shaft 29, and its rotation is limited'to a predetermined speed" by. the jeseapement catch .36: It id n that, as the haft 2. i wound up,v that .is,"is turned in a. elq kwis dir ction in V oppo ition-t0 the 191 1 0f "the sp ihg 2, he a hie Wh 2 urns with respect to :the es apemen wheel 315;.and wh n the sha t. 2 is. r le s d; the pe -v1.34:

nga s he rat het Whhl33 lan the e eape' e i Wh el .a tege h Wi hts ese penieh at h- 3 ..aets' to retard th t i-i'hihs. ef the llh'ft'2'9.-v I J 'Y- a :1 s

we ams; and 38- ait 'secur e te the shaft 29: 1 Th em13 ispi1ovide ith t :netehor epr ss en; 3-9, w i h is in the Desi:- ieii shown whe lthe shstt12 fis wet est -p- A lle t ,'eenheete te a mores leee te finger 4:; bea s again thesii eeefthe semi i 8, ng b ased y ui ab to -she:tt2 lh ng gemeiit i 'the e i tee 4.5,- e d i eeinpl t 'ehi ene sizi ig ei i f esii tah e W n ng stlev ee whieh'mey s take any u teb e ie e' h l h ll or e light p 1 l the reee ving e ls11' usednth y e e en eet i l Q-histlith empl fi v ntie e ly repre ented a hm e'r' is y suitable "type epte d te-ihe =eper. .e. l by atelt ges vn ieed n .-l h e- Hg eils :*PQlfl6 enie i pr 1 hl enent ihits eu piit fie f it-w The ii p .l et i f th .t mp i' ie Ar is teen 5 ,.h.ee .esi te shit-eh magnet 4 ihevi g Th s s pl p v is y m unted ur e- T armture 49 carries a latching pawl at apoint thereonopposite theshaft29. ;At'this point on the shaft 29 a ratchet Wheel 51 is secured, the arrangement of these parts being such that When the magnet 4 8 is energiz'edzin re,- sponsevto control currents flowing in the track'rails, the armature 49 is attractetlhnd the pawl 50 engages, the. ratchet Wheel 51 and thus holds the shaft 29 against rotatiehfl counterclockwise direction but permitdirection.

'29 is accomplished by means of the acknows leol 'g ing mechanismdesignated as a} hole tineothe haft to: urned s eehw s Theresetting orwinding up of the shaft 1 es A- T i me an e pris s a pivetally mou t d a k o g ng ahd e 2 .c.0nnected With a slidably mounted frame 58 having an upturned end 54, q The frame V ee rie Ye pi te y me n e v eteh l v r .51

ha ing-e dly eX i hg :eat p ti on '56 adapted toengage a stop 57 on-the rack 31. The lever; is normally biased to i th pesi i ln h y the pr g eeiiw nectecl between the lever 55 and the upturned shown in cross section, ismounted on the frame 53 and is provided with a}; piston h 60 a check valvej61and a leak port '62 her i sishown. 'lhe'piston 6.0 is onnected by the, rod 63 and the link 64 to the lev r 55,- he cylinder 59 maybe filled with 5' asuitable liquid such as oil-o1 it may be an i cyli de as esired The acknowlec gmov ing mechanism described acts to prevent the cam mechanism beingrheld in the Wound up pe it en b des ribed e o c J Means: may be, provided so that the. engineer need-,mtoperate the ackn wledging mechanism -A at predetermined intervals while the trainis at a stop, one methodheing i dicate'd herein and including suitable i H contacts Which are arranged to .be closed hen the independent;.-valve of the Welli-v known 1E1" equipment is in itsapplication pesition. T ei dependent Valve handle has been conventionally indicatedat 655. anda. f Y I movable insulated contact 66'has been shown which is operated thereby to engage the "stationary contacts and '68, when the 'valve is in theapplioationposition.

' Ope at n proceeding over {tSQCtlQD of trackway which i eq ipped for automatic. tr l v n o under el er tmi c ndi ons, h i with a ir iits en 'devie s properly en rgized; In order tosiinplifythe disclosureethe letters B'- sh z he eb e s l-te es gna e the ppesite' rminal e-i e su a e seiireee n rgy, pre rably essterege ba ery;

y the handle 52'as hereinafter m Theapparatus of Fig; I hasfb'een shown I in the normalposition; that is, with a train system shown when 'no receiving coiispamni'atic train; control operation. At "this po nt; thetraineonductor or other 'author- 7 plifier or latching mechanism areprovided,

assume that the train"Whiietraveiing'over an unequipped section oftrackway, encounters a 560M011 which is equlppedifor' auto ized person demands the key or tokenfroin the eng neer before permitting hunf to operate the, train over the; equipped trac'kway -jsection. In, removing/the key"i"ron1 }the l: token lock T, the; engineer first turnsijthe -ha'nd1e' 26to a position at which the piling fer 28fm'ay enter the slot 27 in the'disc;24,and turning the handle to this position, the

- va'lve member 21 is turned to connect the -pipes l4 andf1 5,* II" the train 'is'Eat {a stop When'the valve member 21 is so turned, the independent valveihandie 65-isfiniitsapp1i' V cati on position and thefcontaetsfi? and- 68 are connected by the 'n oveable contact 66, f Zthus completing an" energizing circuit; for l the electro-pneumatic waive E. P. Vii which circuit may be traced'asfoliowsreefroin the battery terminal B, contacts 166, and 68, wires'YO and 71*and the windings' lf of I 5 Jthe valveE. PPV. to thebatteryterminal G. With the valve P; V. energiz edffnain reservoir pressurefis' supplied to -the cylinder' "13 "and no: automatic brakeyapplication be In order to pro'ceedin theequipped terri: r

" I to'ry the engineer novvop'erates the ackn oyvl edging mechanism A,j moving the handle 52 "to the; right, and so Windingupfthe 42 i A'nflenergizing circuit for the electros pneumatic valve PQ V. isnoiv completed, I which circuit may be traced 'as"io11ovvs 7 from :the battery terminal'B; -"c0ntact:-finger I 41 and stationary contact't2, wiresj72and i' 'l l and thewinding-l'Z of the'vaive E; P.3VL' to the ibattery j'ter nina-l (3. The eiigineer r I in the equipped territory; After a-predeternowreleases the engine brakes" and proceeds i iIIliIlGdtime intervah the cam' [shaft-29 is iturnedgin a counter clockwise {direction :by the spring 32,,against'the retardation of the 1continue'sjte proceedvvithout "automatic; r p- "eviction; this acknowledgment bein 16 fI peated vat'fpredeterlni ned time intervals asv escapelnent catch 36;;toa position at which the cam 377 closes its" associated tomes: an'd46,'thus energizing thewarning 'jsig; ,nal through-a circuitzwhichjiis -ojbv-ioujs Iifro'mthefdrawingsz The 'operation of the yvar-ning signal to notify the engis neer that'he must repeat;the acknowledging a'ct,1 that is, must reiv'ind thecam "shaft 29i by means of theacknowledging mechanism V 1 FAM, in order tof; avoid an autonia'ticbrake application; The engineer now p ate acknowledging mechanism A, I thus re I 'Windingthe camshaft29J asjbef0re, and

'Way section.

lf theengineeris incapacitated,v asleep, inattentive to thetvarning signal or if for any otherareason he 'i ails to perform the acknowledging act of 'reivinding the shaft. at predetermined intervals, the cam 3 8'permits the contact finger 41 to disengage its stationary contactv &2, thus breakingthe" energizing circuit to the electro pneuniatic valve E. RV. Which eircuit'hasbeen-traced above. The de-energization of the valve P. V. connects the cylinder 18- of the brake va1ve""contactor to atmosphere, and the maln r'eservmrpressure 1n the-cylinder 12 moves the brake Valve B to the. applica;

tion position, thus: causing a, brake applic a- I tion Which'brings-Ithe train to-a stop. "The engineer "may then rewindithefcam shaft 29 by means of the'aclmowledging mechathe train proceeds over the equipped-tracke- 1113mm; release the brakes andproceedf by acknowledging at predetermined intervals "as before.

rightfhand or operated?positioni If the The constru'ction of the) acknowledging mechanism A. 'is rsuch that the engineer. cannot avoid repeated acknowledgment by; II holding or securing {the 'handle 52in the this movenient of the 1ever/55'being opposed E by the piston 60 moving to the right in the. "cylinder 59 'asthe liquid or air in the cylinder passes through the leak port'f 62in this piston' The springs 58 and82 are so "proportioned'that thefspr'ing 82 overcomes the force' exertedon the-lever 55 by the i J spring '58. Q As the'pi stonfiOrnoves to" the right, the lever 55- turnskab'out itspivot until the catch 56' disengages the' 's'to'p57 V on the rack 81, thus-releasing the rackand j permittingthe" cam shaft '29V-to runfdown. As soon asthe catch 56 is free from theirac k 31, the spring-58 returnsthe piston GO toigether Withithe'1ever-55 to their'nornial'po sitions, asshowngtthe check; va1've 61 in the piston permittingfthe rapid flow of j I air orQ1iquidTfron1 the left to the right of this piston. Itisthus apparent that'the] II camshaft 29 will be released after a time-if I the engineer}v attempts to avoid an 5 auto- Vm'atic brake application byfholding the hang dl e 52- to' the right; "I The deakpOftf- 62 in the" piston 6O is so. proportioned that t he engineerhas" sufiieienttirne to properly'opr erate thei'aclniowledgingmechanism 'iA i and rewind: the cam! shaftf29'fbefore the I When the "train; under consideration 3 'le Y is the equippediterritory; the 'engineer,j

catch 56 releases the ra k 31; :7

in order toj'avoidlkfurther"acknowledgment;

" b ai he 'y 5 5 ok 3 3 1 1 3116 rain;

conductor or "other" 'a1ithorize,d person; une

i put: circuit of the'aniplifier 'The'env turned in a clockwise direetien en v'yhe'n the magnet 48 ls'energizedlj jWhen no train locks the token 100]: T; turns, the va ve member 21 a quarter turn in 'a'clockttrise' direc'-' tion'and thus connectsthe cylinder 13 of the brake valve actuator to main reserv oir pressure. The actuator is nowrendjered inactive asthe air pressures in "its cylinders 12 i and 13 are equal, and the train may proceed in "the unequipped territory Without auto y Inatic restriction regardless: "ofthe- ;ener-' g zatioh or de-energization fofqthef electro'-' pneumatic Valve 11 .1 V.

If the receiving coils 11 the latching;

mechanism are providedithe" engifieer need acknowledge only unfavorable traffic 1 conditions in equipped territormtoavoid an automatic application of the brakes; With this additional equipnleng the train control" current flowing inth'e track" rails under c'learjtraffic conditions induces yoltages in. the receiving coils ll'i'thusi causing the energization' of, the magnet 48T-fron1: the out ergi zation of the magnet 48' lifts the armature 49 and the pawl 50 en ages theratchet- Wheel '51, thus holding th a shaftjgs; stationary; Y The '38 being held stati iary rnaintains the contacts 41 42' closed and the electro pneumatic alve E. P. V. is

maintained" energized, thus: permitting the train to proceed underfclear traifiic"condi-' tions without restriction. If the' pa'wl' 50 control currents flow in jthetrack rails, due

- I tothepresen'ce of a train, "a broken rail or' other hazardous condition "in the block in which the train undergone-mention is traifeling, or in the first block inadvan'ce' there of, the magnet 481s de energized releasing the pawl 50 froi'n'the' ratchet Wheelhl; and" permitting the cam shaft 29' to be" v turned by the spring 82; The engineer mustynow operate theiacknowledging mechanism A at predetermined time intervals so long as the unfavorable trafiio-conditi'on's' exist, this operation of theacknov'vledgiiig mechanism A being identical with that described above; e; p r

As pointedout above; repeated acknowl edg'ement to prevent an 7 autoln'atic applied,- tion of the brakes is ipreveiited- Whilethe' train is standing still by cblit'acts" operated in accordance with thefpos'iftion' of the indep'eI'fdent valve. f In Fig. 3;'alternativei neansf for acco plishing this result j have been shown; ,This means "comprises sim le air" switch consistingor a casing having, two chambers, 76 and f sepai chanihei' 771s" hemmed through, the pipe 79 to the brake cylinder pressure of the usual ET equipment and the chamber" 76jis open to" atmosphere through; the

diaphragm 78"a sfshoifin, while? the eonaa' 82" stationary. contact $2 is non n ect'edtof the battery terminal B, and the contact 81 connected to the Wire 7O; they mechanism ofFig. 3 replacingl the'contacts e 66, and 618 shown in 11, Whenthe' train is stationary,"the brakes on theeng'inje are held applied; and the air pressure I from'the engine brake cylinders maintains" thie'contact 81 in engagement with" the con tact and thus closes an ener izing circuit I for the electro-pneurnatic Valve E. 'P. V'., which c irkiuit" obviousffrorn the drawings} It should be noted that if the engineer While proceeding in equipped territory, should ini' tiate" Inanual brake application,- the eon-- tact's' 81 and 82 are closed'to energiie thev Valve E ."P.' V and no repeatedf'acknowledginent isirequired to prevent an automatic brake application so long as thel lnanlual' i brake" application is in effect;

been d vise for maintaining a c'ertainfd'e we gree. of automatic'. control ever the pera:

tionozt trains not fully provided with train control equipment in track'vs'ray I s'eetion's which are equipped for train controloperation. 'The automobile control protided sures;'thzuz the engineer is at all tiihe's the alert; is 'attentiveito the signal indi ca and is aware that heiis proceeding trackway-territory- Which" is equipped for train.- contr0l operation," or'inv other territory Where a certain'degree of auto' rrr'atic" proted toin is desired.

iio

oftr ain'i control system, and ernhod'ies eertain specific devices, it should be understood that the invention not limited: in its scope to the specific details and arrangement shown, but that its? scope is de- 1111 an automate tram confirm system,

car-carried apparatus comprising" a brake applying device" acting to" the brak s hen: active, manually: opera: e

'-means:ferimairitaihipg SaidF-u'eaiBe time if operated ag predetermined time interra-ls'f and a manually-operable 'loking devic'ehav 111g af key, said ltxiking device acting to ren? a to se'urei lay-Letters der said brake applying device aetive when operated toremove said key, and to saidf brake app' jingdevice to be rendered.

inactive vv'h'eh'jsaid key is inserted? r 2; In an automatic train control system, car-carried apparatusfor vehicles" traveling over trackway' sectionsfnot e'quip'pedior au- "*tomatic train control, an automatic brake applying de vice acting to apply' the vehicle 5 brakes, when active, a locking device-"having a key and acting,lwhen operated to per- -mit; the removal of the-key, to'render said b'rake applying: device active for vehicle travelin'equipped trackwa y sectiens, and enanually operable means for Vmaintainingbrake applying device inactive if cop-V -erated at predeterminedtiine intervals; 5 V. In: an automatic trainlcontrol system for railways having portions oftheir trackv "way equipped for min control operation and portions not so equipped, car-carried apparatus for use' on vehicles traveling in 'saidequipped and said unequipped portions of trackway comprising, a normally ener-. gizeddeviceacting to initiate a brake appli-- cation. When de-energized, n annally operable acknowledging means" acting 'if-f'operated at predetermined-"time intervals to main; tain saidqdevice energized for vehicle travel in" said 'equippediportions" of tra'ckway, and V v a manually 'operable-flocking"device acting when operated tormented normally ener-; gized device inactive "for'vehicle travel in 7 said unequip'ped portions of trackway, said lockingdevice having a' key. which is 'retained within said device when, operated 'djlnan' automaticl'train control system forfrailways having portions oftheir trackapparatus comprising," a device for causing hicle brakes are manually applied.

5. In an automatic train control system for railways having portions of, their track- Way; equipped forjtrain control operation 5 and portionsnot so equipped, oarcarried;ap-

paratus comprising, an" electro-pneuinatic j device actlngfwhen d e-energized to pneu- I mat-ically operate a brakeapplying means 1 "andv thereby initiate a brake application, I a

determined time intervals,

aratus eom risin an electroneumatic when operated, to) the position to retain 3 said key,-n anua'ily operable acknowledg ng means for maintalningr said electrogpneu- 1 ay equipped forftrainrcontrol operation Wand port ons not so equipped, car-carried;

an automatic brake application when. active,

' for railways havingrportions 0'1" their trackbrake applying device inactive while the vel V providedisaidvalve is open, manually oper nianually' operable lockingxdevicehaving a' j i "key: which is retained, within said device j whensaid device is in onefofits operated positions, saidlocking device acting to pneu matically disconnect said velectro-pneu'niatic' device from" said brake" applying means when operated to the positionto retain said key, and manually operable acknowledging means for" maintaining said electro-pneuv matic "device energized if operated lat pie-' 6. In an automatic train control, system, for railways having portions of their track-, way equipped fortrain control operation and portions not so equipped, car-carried'ap device acting when ole-energized toY pneu- 'matically operate a brake appl'yingjinean's and thereby initiate ajbrake applicatioin'a" manually operable locking device having a; key which is retained within said device when said device is in 'one of its operated:

positi n Saidlocking deviceacting to pneu 7 i V matioally disconnect said. eleotro-pneumatic device; from sa1 d brake "applying means w matic' device energized if operated at :pr'ede-f; I termined time intervals, and further means for maintaining said Ielectro-pneumatic t de vice energized providing manual brake application is ineilectL 7 a f o 7, In automatic Y train control system for railways having portions'of'their track-Y way equipped for t'rain controli operation'ggv andfportions notso e'quipped, car-carried apparatus comprising, an ele'ctro-pneumatic ClGVlCS acting when ide jenergized to pneum'at1callyoperate a brake applying" means to cause'a brakeapplication, a inanully-oper b ie lockingdevice; acting whenioperated to prevent the pneumatic 'fope'ration of said brake applying device by's'aid electro-pneu- 1 1, matic 'device,inanually operable. aoknowledging means, acting if operate d. at prede i termined intervals to maintain saidf'electro pneumatic deviceenergized, and awarning signal associated with the saidacknowledg. ing meansfor indicating saidintervalsQ 8;-In an automatic train control system Way equipped for train control operation and portions not so equipped, locomotive apparatus: comprising, a' train brake applying device having'a pneumatic actuator, an'elec- 1 taro-pneumatic device conneotedto said actuator" through a manually operable valve and acting jWliende-energized' to operate said actuator and initiate a'brake application L20 able "acknowledging meanslacting if [oper-;' ated at rpredeterin'ined time intervals "to maintain sjaidelectrmpneuinatic device ener giz'ed and thus lrprevent,"afibrake 'applica tion while: the vehicle is. traveling in said; equipped portions of' tra'ckway', a warning a. 7 device, for 1 indicating 1 said time, intervals, means for maintaining said electro-pnei matic device energized if a manual brake ap plication is in effect on the locomotive, and 5;

a manually operable locking device for looking said valve, said device having a key which is retained therein when said valve is closed for vehicle travel portions of trackway. V

9. In an automatic train'c'ontrol system,

in said unequippe'd -in combination with a device for initiating a brake application when de-energized, means for maintaining said device energized if operated at predetermined time intervals comprising, a shaft biased toward a rundown position, means '1 on said shaft for maintaining an energizing'circuitfor said dev1ce closed untll said shaft has turned to said run-down position, and manually operable means for rewinding said shaft, said determined time interval.

11. In an automatictrain control system means acting to release said shaft from the wound-up position if held in suchposition by said means for more than a predetermined time interval. r

10. In an automatic train control system, I

in combination with a device for initiating an automatic brake application when deenergized and manually operable locking means for rendering said device inactive,.

means'for maintaining said device energized 1f operated at predetermined time intervals comprising a shaft having'a retarding mechanism thereon, means for biasing said shaft toward a run-down position, contacts operated in accordance with the position of said shaft and acting to ole-energize said device,

manually operable winding means for turning said shaft away from said run-down position, said winding means acting to release said shaft if maintained in any but said run-down position for more than a preof the type having portions of its trackway equipped for automatic train control and portions not so equipped, trackway'means in said equipped portions for transmitting influences continuously to a moving vehicle under favorable traffic conditions only, carcarried apparatus comprising, a device for causlng an automatic brake applicatlon when de-energized, means for preventing an automatic brake application while the vehicle is traveling in said equipped portions of track- 7 way comprising a manually actuated ac{ knowledging means and'a member acting to maintain said device energized when in one position, said member being maintained' in said one position so long as said influences are being received from the trackway and being otherwise somaintained by the actuation of the acknowledging means at predetermined time intervals, and means for preventing an automatic brake application while the vehicle is traveling in said unequipped portions of trackway comprising, a manually operable locking means, acting when operated to render said device inactive,

retained therein when operated.

12. In an automatic train control system i of thetype having portions of its trackway' equipped for automatic train control and portions not so equipped, trackway means in said locking means having a key which is said equipped portions for continuously transmitting influences to a moving vehicle under favorable traflic conditions only, and car-carried apparatus comprising, a device acting to initiate an automatic brake applicationtwhen de-energized, means for maintaining said device energized while the vehicle is traveling in said equipped portions of trackway so long-as said influences are being received from the trackway, manually operable means acting to maintain said device energized if operated at predetermined timeintervals when no influences are being received from the trackway, manually operable locking-means acting when operated to render said device inactive for vehicle travelin said unequipped portions of trackway,

said locking means having a key-retained 7 therein when so operated, and meansfor" maintaining said device energi'zedso long as amanual brake application is in effect;

13. In an automatic train control system, car-carried apparatus, comprising, a train restricting device operable, when initiated,

car-carried apparatus, comprising, a train...

restricting device operable, when initiated,

to cause a train restrictioma manually operablewd'evice for'preventing initiation of the ice - device if operated. at predetermined time intervals, and alocking device operable to i make the restricting. device ineffective whether or'not initiated, and keymeans for the locking device, retained-inthe locking device when'it is operated to make the re-.

stricting device ineffective.

In testimony whereof I hereby affix my signature. 7

JAMES A. PEABODY, 

